Traffic signal controller



Nov. 17, 1942. c. H. BISSELL TRAFFIC SIGNAL CONTROLLER Filed Feb. 23, 1940 8 Sheets-Sheet 1 W INYENTOR.

BY I ATTQRNEYs Nov. 17, 1942. c. H. BISSELL 2,301,999

TRAFFIC SIGNAL CONTROLLER Filed Feb. 23, 1940 8 Sheets-Sheet 2 Nov. 17, 1942. c. H. BISSELL TRAFFIC SIGNAL CONTROLLER 8 Shee'ts-Sheet 3 Filed Feb. 23, 1940 fl NVENTOR. BY fink/ff? Wk ATTORNEYS Nov. 17, 1942. c. H. BISSELL 2,301,999

TRAFFIC S IGNAL CONTROLLER Filed Feb. 23, 1940 8 Sheets-Sheet 4 W INVENTORY ATTORNEYS Nov. 17, 1942. c. H. BISSELL 2,301,999

TRAFFIC SIGNAL CONTROLLER Filed Feb. 23, 1940 8 Sheets-Sheet 5 IL 7 0 I 6 INVENTOR. ,Wf/M

ATTORNEY 5 Nov. 17, 1942. c. H. BISSELL 2,301,999

TRAFFIC SIGNAL CONTRQLLER Filed Feb. 25, 1940 8 Sheets-Sheet 6 W INVENTOR.

ATTORNEYS Nov. 17, 1942.

8 Sheets-Sheet 7 Filed Feb. 23, 1940 T 4 Q m l I N k \J I Q Q R Q Q h 0 M H m l a) a s Q i djriyral; I Q

w :9 w 1% a U J o m Q 0 f" 1NVENTOR. BY W7 W ATTORNEYS.

Nov. 17, 1942. c. H. BISSELL 2,301,999

TRAFFIC SIGNAL CONTROLLER Filed Feb. 23, 1940 8 Sheets-Sheet 8 J7Z 37 1.11 J74 J71 J66 i 16% 1 ATTORN E Y5 Patented Nov. 17, 1942 TRAFFIC SIGNAL CONTROLLER Carl H. Bissell, Syracuse, N. Y., asslgnor to Grouse-Hinds Company, Syracuse, N. Y., a corporation of New York Application February 23, 1940, Serial No. 320,383

6 Claims.

This invention relates to control A paratus for traffic signaling systems, more particularly a control apparatus of the type wherein the switches in the signal circuits are actuated by a drum type controller which is periodically rotated by a motor, the motor being periodically energized at predetermined intervals by a cycle timer.

A general object of the invention is a control apparatus of the type referred to embodying a particularly compact and economical structure, whereby the complete operating mechanism is housed in a closed cabinet and may be quickly and conveniently shifted to provide access to all parts of the apparatus effecting the adjustment and repair of the apparatus in a most convenient manner.

A further object of the invention is a control apparatus of the type referred to embodying a construction whereby the main operating units, such as the drum controller and the timer, may be conveniently and separately removed for repair or replacement without the necessity of using special tools or disturbing any of the other parts of the apparatus.

The invention has as a further object a controller of particularly unique construction whereby the cams operating the signal switches may be quickly and conveniently adjusted and if desired the cam shaft unit may be quickly and conveniently removed from the controller without in any way affecting or disturbing any of the other elements of the apparatus.

The invention further includes a construction by which the operation of the timer element may be conveniently adjusted over a wide range to readily effect any desired trafilc movement or series of such movements.

The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanying drawings in which like characters designate corresponding parts in all the views.

Figure 1 is a perspective view of the cabinet in which the control apparatus is mounted with the door of the cabinet moved to open position.

Figure 2 is a view, similar to Figure 1, with the cover enclosing the timer adjustment mechanism and associated contacts moved to open position.

Figure 3 is a vertical, sectional view through the cabinet and control apparatus with parts of the control apparatus shown in elevation, taken substantially on line 33, Figure 2. I

Figure 4 is a top plan view of the control apparatus with the top portion of the cabinet removed.

Figure 5 is an end elevational view of the timer taken on substantially line 5-5, Figure 4.

Figure 6 is a view similar to Figure 5 taken on line 6-6, Figure 4.

Figure 7 is an end elevational view of the timer looking to the left Figure 4.

Figure 8 is a sectional view of the dial assembly actuated by the timer.

Figure 9 is a side elevational view of the controller, or cam unit, looking toward the top of Figure 4.

Figure 10 is an end elevational view of the con' troller looking to the left of Figure 4.

Figure 11 is a schematic wiring diagram illustrating the circuits including the timer, cam unit, and cam unit control apparatus.

The control apparatus is housed within a box shaped cabinet IS, the front side of which is open and provided with a door l6 hinged to one side of the cabinet as at I! and provided with a gasket I8 to effect a weather tight closure for the opening, the door being secured in closed position by a suitable lock IS.

The entire operating mechanism of the control apparatus is mounted upon a face plate 20 arranged in the cabinet and hinged to one side thereof as by hinges 2|, the arrangement being such that the face plate may be swung outwardly on the hinges 2| to afford complete access to all parts and elements of the apparatus. The hinges 2| pivot upon pins 22 carried by bosses 23 extending inwardly from the side wall of the cabinet, whereupon when the face plate is swung outwardly it may be lifted off from the pins 22 and a complete new control apparatus substituted. The side of the face plate opposite to the hinges 2| is provided with a boss 24 threaded to receive a screw 25. The head end of the screw 25 is formed with a conical recess to receive the end of a pin 26 arranged in juxtaposition to the screw and extending inwardly from the side of the cabinet IS. The face plate 20 is secured in closed position by backing the screw 25 out of boss 24 and. into engagement with the pin 26.

The control apparatus consists of a controller in the nature of a cam unit operable when rotated to successively open and close a plurality of switches in a predetermined sequence for the control of the traffic signals, and a cycle timer operable to effect intermittent rotation of the cam unit. This control apparatus is detachably mounted on the rear side of the face plate 20 and is accessible when the face plate is moved to open position.

The cam unit of the controller consists of a substantially U shaped frame having a base or intermediate portion 28, an upper outwardly extending arm 29, and a lower arm 30 U shaped in cross section having side members 31, 32. The cams consist of a plurality of individual disks 33, each provided with a square aperture to slidably receive the square shaft 34 on which the disks are mounted. The disks are formed with radially extending slots 35 to receive the cam lobe members 36 which are removably mounted in the slots, whereby two or more lobe members 36 may be arranged in adjacent slots to form a continuous cam lobe of the desired length. This cam con.- struction is disclosed and claimed in Patent No. 2,163,864 to Carl H. Bissell, June 2'1, 1939, and forms per se no part of this invention.

The upper end of the shaft 34 is formed with a reduced cylindrical portion 38 which is journalled in a bearing arranged in a stud 33 threaded through the upper arm 23 and held in adjusted position by a jam nut 43. An antifriction bearing 4| is secured to the lower end of the shaft 34 as by screw 42. The lower arm 33 is formed with a recess to receive the bearing 4|, the bearing being detachably retained in the arm 33 as by strap 43 and screws 44. Thus, the shaft 34 is rotatably journalied' between the upper and lower arms 23, 33 of the frame.

A worm gear 45 is secured to the lower end of the shaft 34 and is arranged to mesh with a worm 46 secured to a shaft 41 extending at right angles to the shaft 34 and being rotatably journalled at its ends in the side portions 3|, 32 of the lower arm 33. The shaft 41 is also provided with a gear 48 which is arranged to mesh with a pinion 53 mounted upon the shaft of a motor 52, the motor being arranged on the lower arm 33 to the rear or inwardly of the shaft 34, see Figures '7 and 8. The arrangement is such that when the motor 52 is energized, the cam shaft 34 is rotated. The shaft 34 is of appreciable length in order to receive a comparatively large number of cam disks 33.

In the structure shown, eighteen of such disks may be mounted upon the shaft 34, sixteen of which may be employed for the control of traffic signal circuits. It will appear, as the description proceeds, that this is a very desirable feature inasmuch as it permits a municipality to purchase and operate the control apparatus for the control of four signal circuits at a conventional street intersection and to thereafter use the apparatus for the control of a signal system which may include as many as sixteen signal circuits, or traffic intervals, by simply adding additional cam disks 33 and the associated switches controlled thereby.

Each cam disk 33 controls a switch consisting of a stationary contact 55 and a movable contact 58. The movable contacts consist of a spring member 51 secured at one end to a bar 53 of insulating material secured at its ends to the arms 23, 33. The bar 58 is preferably formed with ridges 59 arranged between each contact or contact carrying spring 51. Each of the springs 51 is provided with a roller 63 arranged intermediate its ends and positioned to be engaged by the cam lobe members 33 to effect movement of the contacts 56 out of engagement with the contacts 55. The contacts 55 are arranged on a bar of insulating material 6| which is secured at its ends to a brace 83, the opposite ends of which are secured to the arms 29, 33.

The contacts 65, 36, 61, at the lower end of the group of contacts, are employed in connection with the circuit to the motor 52, as will be hereinafter explained. The remaining contacts are available for use to control the traffic signal circuits.

The frame is mounted on the inner side of the face plate 23 as by screws 68 extending through the face plate and threading into the member 28.

The motor 52 is periodically energized to effect rotation of the shaft 34 by a cycle timer including a circuit controller operated by a motor, the speed of which is constant for any given adjustment. The motor consists of a base plate 13 formed with an end wall 1| and with a rib 12 extending along each edge of the base plate, and with a centrally arranged upwardly extending boss 13. The motor is of the induction disk type and further includes a U shaped laminated filed piece 14 mounted on one of the ribs 12, as by screws 15. The held 14 includes opposing pole pieces 16, 11, with an energizing coil 13 arranged on each pole piece.

A disk 13 is mounted upon a shaft 33 journalled at one end in the boss 13 and at its opposite end in the end wall 1| of the base. The arrangement is such that the disk 13 revolves between the pole pieces 13, 11 and when the coils 13 are energized, rotation of the disk 13 is effected as will be well understood by those familiar with motors of this construction. The speed at which the disk 13 rotates is adjusted in the conventional manner by rotating the pole pieces 11, this adjustment being effected by a shaft 3| connected to the pole piece 11 and extending through the end wall 1| of the frame and through the face plate 23. A manual 32 is secured to the outer end of the shaft 3|. whereby the pole piece 11 and accordingly the speed of the disk 13 may be adjusted to vary the total period of the cycle of operation of the timer.

The motor also includes a second field member 83 mounted upon the opposite rib 12 and provided with pole pieces 34 similar in construction and arrangement to the pole pieces 13, 11, except however the pole pieces 34 are not adjustable. When the coils 35, carried by the pole pieces 34, are energized, the field member 33 acts as a brake to control the speed of the disk 13 in accordance with the adjustment of the manual 82, and when the voltage applied to the coils 35 is of sufficient value the disk 13 is stopped. The operation and control of the motor will be explained hereinafter.

The end wall 1| is formed in each lower corner with an aperture .36, and the motor is mounted to the rear side of the face plate 23 by a bolt 31 extending through one of the apertures 33 and threading into a boss 33 extending rearwardly from the face plate 23.

The circuit controller operated by the motor includes a switch 93 and a dial assembly 3I mounted upon a shaft 32 journalled in the face plate and to the inner end of which a gear 33 is secured. The gear 33 meshes with a pinion 34 mounted upon a shaft 35, one end of which is journalled in the end wall 1|, and the opposite end in a plate 35 mounted on spacers 31 extending outwardly from the end wall 1| toward the face plate 23. The pinion 34 is fixedly secured to a spur gear 33 which is arranged to mesh with a pinion 33 mounted upon a shaft I33 also journalled in the end wall 1| and plate 36, and which is fixedly secured to a spur gear I3| arranged to mesh with a pinion I32 secured to the end of the motor shaft 33.

The dial assembly 3| consists of a disk I33 secured to the shaft 32 and rotatable therewith. and an annular member I33 secured to the disk I35 as by spacers I31. The disk I35 and the annular member I33 are provided adjacent their peripheries with a plurality oi apertures I33, I33. The apertures I38, I33 are arranged in radial alinement. The disk I35 is also provided with a series of apertures arranged in axial alinement with the apertures I09 to receive keys H0. The keys H are formed of spring wire and are provided with a loop III arranged to yieldingly engage the inner edge of the annular The movable contacts H of all three switches is normally out of engagement with its associated contact H4. The movable contacts H5 are moved downwardly by insulating members I20, I2I and I22. These actuating members I20, I2I and I22 are positioned above the switches H2, 90 and H3 respectively, and are pivotally mounted at like ends in a carrier or support I25. The entire switch assembly is mounted upon a plate I28 formed of insulating material which is secured to the face plate as by screws I28. The actuating member I2I is moved downwardly to close the contacts of switch 90 by the keys I III during rotation of the dial assembly 9|.

There are one hundred apertures I08 in the disk I05 and one hundred apertures I00 in the annular member I06, and a like number of corresponding apertures in the disk I05 to receive the inner ends of the keys H0. As previously stated, engagement of each of the keys H0 with the actuating member I2I moves the contact H5 of switch 90 into engagement with the associated contact I I4. Accordingly, a suflicient number of keys are employed to obtain the number of subperiods or intervals desired, and the duration of each interval is determined upon the spacing between the keys H0. For example, with the arrangement of keys as illustrated in Figure 2 and bearing in mind the dial assembly rotates in a counter-clockwise direction, the first interval extends from 0 to 25 percent around the periphery of the dial. The connections between the contacts of switch 90 and the motor 52 is such, as will be hereinafter more fully explained, that upon engagement of the key H0, which is placed in the zero hole of the dial with the actuating member I2I, the cam shaft 34 will be rotated to complete the circuit to the traffic signal to indicate green (and walk) on main street and red on the cross street.

The motor 52 is energized to move the cam unit to obtain the second interval by the arm I30 which is mounted on the outer end of shaft 32 and which is provided at its outer ends with pins I3I, I32. The arm I30 is rotatably adjustable about the shaft 92 and the pin I32 is arranged to be positioned in any one of the apertures I09. The outer pin I3I is arranged to engage the actuating element I of switch H2. This switch is also connected in the circuit of motor 52 and when closed, the motor is energized thus actuating the cam unit to the second interval which has a duration from to 45 percent of the cycle of the dial assembly and which effects a display of the green signal on the main street. In other words, the arm I and switch H2 actuated thereby serves in place of one of the keys I I0 and the switch 90.

The third interval extends from 45 to 49 percent of the cycle during which the green and amber signals are displayed on the main street, and red on the cross street.

Interval No. 4 extends fr0m'49 to 53 percent of v the cycle during which the amber or caution signal is displayed on both the main and cross streets.

Interval No. 5 extends from 53 to 75 percent of the cycle during which the green and walk signals may be displayed on the cross street, and red on the main street.

Interval No. 6 extends from '75 to 92 percent of the cycle, the signal indication being-green on the cross street, and red on the main street during this interval.

Interval No. 7 extends from 92 to 96 percent of the cycle, during which the green and caution lights are displayed on the cross street, and the red light on the main street.

Interval No. 8 extends from 96 to 100 percent or 0 on the dial assembly, during which the amber or caution light is displayed on both streets.

The above arrangement illustrates the total period divided into eight intervals. As previously stated, the control apparatus will accommodate as many as sixteen intervals by employing all of the cams 33 and their associated switches.

The arm I30, in addition to efiecting the shift of the cam unit from on interval to another, serves the additional function of synchronizing the cam unit with the dial assembly SI.

The control apparatus herein described is suitable for use in progressive traflic signal systems and when used in such systems, it is necessary that each control apparatus be maintained in exact synchronism with all of the other control apparatus in the system as will be well understood by those familiar with trafiic signaling systems of the progressive type and accordingly, it is not only necessary to maintain the dial assembly of each control apparatus in step, or in synchronism, but it is also necessary to maintain the cam units in synchronism. This is accomplished by maintaining each cam unit in step with its associated dial mechanism and inasmuch as the dial mechanisms of all of the control apparatus are in step, it follows that the individual cam units are in step with each other.

Reference is now made to the diagram shown in Figure 11 to describe the circuits between the switches and H2 and the cam unit motor 52. The energizing coil of the motor 52 is illustrated at I38. This coil is connected to the hot side of the power line by wires I39, I40. The opposite side of the coil is connected to the stationary contact I55 by wire HI, and to the stationary contact I42 of relay I43 through wire I44. The relay I43 is normally deenergized, and the movable contact I45 thereof is normally in engagement with the contact I42. The circuit branches from the contact I45, one branch extending over the wire I46 to the stationary contact H4 of switch H2, and the other branch is connected to stationary contact 61 through wire I41. The movable contact 61 is normally in engagement with the contact 6! and is connected to the stationary contact H4 of switch 90 by I41. The contacts 61, 61 are normally closed because the cam disk 33 associated with these contacts contains only one cam lobe 36.

As previously stated, the contacts or switches 90 and H2 are normally open. When the first key H0 engages the actuating member I2I ,effecting closing of the contacts H4 and H5 of switch 90, the circuit is completed to the common side of the source through wire I43. The coil I33 of the motor is thus energized causing the motor 52 to effect rotation of the cam-shaft 34. The movable contacts 35 and 33 are normally out of engagement with their respective stationary contacts 35-, 66. The lowermost contact 55 not provided with any cam disk 33. However, it is provided with a lateral extension I50 which extends over the adJacent movable contact 66. This latter contact is ac; tuated by a cam disk in the slots of which are arranged short cam lobes 33, the number of which corresponds to the number of intervals into which the cycle is divided. The contacting surface of these lobes is such that even if each of the sixteen slots contain a lobe, the contact 66 is permitted to close between the engagement of each lobe with the follower 60. l

Erom the description thus far, it is apparent thatas soon as the motor 52 effects rotation of the cam shaft 34, the contacts 35 and 33 will close or engage the contacts 65, 66*. The arrangement of the lateral extension I50 is such that the contact 65 closes just prior to the contact B6 and opens slightly after the contact 33 opens. Therefore, there is immediately completed a circuit through the wire I4I, contacts 85, 65*, wires II, I43, to the return side of the line. One side of relay I43 is connected to the hot side of the source through wires I53, I40. The opposite side of the relay is connected to the stationary contact 66 through wire I54. Accordingly, a circuit through the relay is also immediately completed by the closing of the contacts 66, 86 both the movable contacts 65 and 55 being connected to the wire I5I.

The relay I43 being energized, the armature I45 is moved out of engagement with the contact I42 into engagement with contact I55 which is connected to the relay through wire I55. Accordingly, a stick circuit is established for relay I43. The motor 52 will now continue to rotate the cam shaft 34 until the contacts 65 and 85 are moved out of engagement with contacts 65, 65, thus breaking both the stick circuit of relay I43 and the direct return circuit of motor 52, at which time a disk 33, or certain of the disks 33, will have closed corresponding contacts 55, 56 to give the proper signal indication for this interval of the cycle.

'The purpose of the relay I43 is to shift the return circuit from wire I41, contacts 61, 61*, switch 90, and return wire I48; to wire I54, contacts 66, 66 and return wires I5I, I43, and the gun-pose of this shifting the return circuit is to mal'e certain that this shifted circuit will open when the cam shaft 34 has been rotated the proper distance to establish a new interval; Otherwise, circumstances might exist which would cause the switch 90 to remain closed for a longer period than was necessary to rotate the cam shaft from one interval to the next which would, of course, result in the cam shaft over-running or passing immediately through the desired interval.

stationary contacts 35', 33'. That is, they are out 01' engagement during each interval while the cam shaft 341:. stationary. On the other hand, contact 31 is normally in engagement with the stationary contact 31, and these contacts are disengaged only during one particular interval of the cycle, andthls interval corresponds to the setting 0! the interlock arm I30. Or, in other words, the contacts and 31 are disengaged during the first Interval of the cycle which, according to the example previously described, is the interval No. 1, wherein the green and walk signals are displayed on the main street and red on the cross street. Accordingly, the motor 32 can not be energized to obtain the second period, except by the closing of switch III by the interlock arm I33.

When the contacts H4, III of switch II! are closed by the interlock arm, the return circuit is completed from wire I43 to wire I 43, and immediately upon the commencement of rotation of the cam shaft 34, contacts 35, 33 are closed and the circuit controlled as formerly explained. Accordingly, if the cam unit 34 is out of step with the dial assembly 9|, the cam unit will be periodically rotated by the keys IIO closing the switch 33 until interval No. 1, displaying green on the main street, is reached, During this period, the contents 61, 61 are open and any of the keys II3 thereafter engaging and closing the switch 33 are ineflective to energize the motor 52 and the cam unit will remain in this position until the switch arm I33 closes the switch III,

Accordingly, the cam unit is synchronized with the dial assembly once during each cycle of the dial.

When the control apparatus is employed In a progressive traflic signaling system, the driving coils 13 of motor I3 are connected locally to the power source as by conductors I60, I6I. The braking coil 35 is energized by a conductor I62 which extends from a master controller to the control apparatus at each section of the system and on which is impressed a predetermined voltage. The conductor I3! is connected to the coils 35 by conductor I63, movable switch contact III, stationary contact III and conductor I64. The circuit is completed to a return wire I65 by wire I36.

The timers I3 and the respective dial assemblies 3| rotated thereby are maintained in step in the following manner. Once during each cycle of rotation of the dial assembly SI, an arm I63 carried thereby is effective to close the contacts H4, H5 of switch II3 by engagement of the actuating member I33 with the arm I63. The arm I63 is adjustable about the periphery of the disk I05. When the movable contact H5 is moved downwardly into engagement with con- The motor 52 is thus energized by each of the pins H0, and one of said pins is employed to establish each interval except one, and this interval is established by the interlock arm I30. As previously stated, the outer pin I3I of arm I30 is operable to close the contacts of switch tact II4, contact H3 is moved out of engagement with contact I I1 and into engagement with contact I I3. This is accomplished by a vertically movable pin I10 which actuates the contact II3 upon actuation of the contact H5. The contact III 01' switch H3 is connected to a conductor III through wire I13, and the stationary contact II4 is connected to the wire I34 by wire I13. The conductor III has impressed upon it a voltage equal to or greater than the voltage on coil 13.

It will be apparent that when the switches just referred to are operated by the arm I63, the coil 35 will be shifted from the control voltage of conductor I33 to the full voltage of conductor I'II causing the motor I3 to stop. The function of the switch H8 is to connect the conductor I62 to the return wire I65 through a resistance I74 which is substituted for the coils 85 in order to maintain a uniform voltage drop between conductor I62 and wire I65. The motor 79 remains stopped until the conductor l'H is opened by the master controller. This arrangement for resynchronizing the motors 19 in the progressive system, and the operation and control by the master controller, is clearly disclosed in applicants Patent No. 1,929,378, issued October 3, 1933, and it is believed further explanation is unnecessary.

It will be observed from the structure described that the control apparatus is extremely flexible in that a comparatively large number of traffic signal intervals may be obtained by employing selected ones of the switches 55, 56 perated by the cam unit, and that the duration of the intervals is conveniently obtained by inserting the desired number and arrangement of the cam lobes 56 in the disk 33,

This control apparatus is also particularly advantageous in that the cam unit including the shaft 34 and disk 33 may be quickly and conveniently removed from the controller and replaced with a different unit. This permits a change in the timer to be effected by assembling a cam unit which may be installed in the field with ordinary tools and requiring only a few minutes time.

What I claim is:

1. A work cycle timer comprising a cam unit including a bracket, a shaft journalled at its ends in said bracket, a plurality of cams sleevable on said shaft and means cooperable to hold said cams against axial movement, a plurality of switches mounted on said bracket, each of said switches being operable by one of said cams, a motor mounted on the bracket and operatively connected to said shaft to effect rotation thereof when said motor is energized, and said shaft and cams being removable as a unit from said bracket without interference with said motor or switches.

2. A work cycle timer comprising a cam unit including a U shaped bracket, a shaft journalled at its ends in the arms of said bracket, a motor mounted on one arm of said bracket and being operatively connected to said shaft to effect rotation thereof when said motor is energized, a plurality of cams sleevable over one end of said shaft and being rotatable therewith, means cooperable to retain said cams against axial movement, a plurality of switches mounted on said bracket, each of said switches being operable by one of said cams, said shaft and earns being removable as a unit from said bracket without interference with said switches or motor.

3. A work cycle timer comprising a base plate, a bracket detachably mounted on said plate and being formed with spaced apart outwardly extending arms, a shaft journalled at its ends in said arms, a motor mounted on one of said arms and being operatively connected to said shaft to effect rotation thereof when said motor is energized, a plurality of switches carried by said bracket, each of said switches being operable by one of said cams, said shaft and cams being removable as a unit from said bracket without intereierence with said switches or said motor.

4. The combination of a motor driven electrical controller and a system for operating the motor of said controller comprising two pairs of contacts normally open and being moved to closed position upon initial operation of said controller and being opened when said controller has operated through a predetermined portion of its cycle, a running circuit for said motor including one pair of said contacts, a relay, a supply circuit for said relay including the other pair of said contacts, a starting circuit for said motor including a pair of normally open starting contacts, said starting circuit being connected to the motor through the contacts of said relay when the same is deenergized and being connected to the coil of the relay and serving as a stick circuit therefor when said relay is energized, and a time controlled circuit closer operable to close said starting contacts momentarily during each period of the cycle of the controller.

5. The combination of a motor driven electrical controller and a system for operating the motor of said controller comprising two pairs of contacts normally open and being moved to closed position upon initial operation of said controller and being opened when said controller has operated through a predetermined portion of its cycle, a running circuit for said motor including one pair of said contacts, a relay, a supply circuit for said relay including the other pair of said contacts, a starting circuit for said motor including a pair of normally open starting contacts, said starting circuit being connected to the motor through the contacts of said relay when the same is deenergized and being connected to the coil of the relay and serving as a stick circuit therefor when said relay is energized, and a time controlled circuit closer operable to close said starting contacts momentarily during each period of the cycle of the controller, and means operable to maintain said controller and circuit closer in predetermined phase relation.

6. The combination of a motor driven electrical controller and a system for operating the motor of said controller comprising two pairs of contacts normally open and being moved to closed position upon initial operation of said controller and being opened when said controller has operated through a predetermined portion of its cycle, a running circuit for said motor including one pair of said contacts, a relay, a supply circuit for said relay including the other pair of said contacts, a first and second starting circuit for said motor, each including a pair of normally open starting contacts, said starting circuits being connected to the motor through the contacts of said relay when the same is deenergized and being connected to the coil of the relay and serving as a stick circuit therefor when said relay is energized, and a time controlled circuit closer operable to close the starting contacts in said second starting circuit momentarily during one period of the cycle of the controller and being operable to momentarily close the contacts of said first starting circuit during each of the other periods of the cycle of the controller, and said first starting circuit also including a pair of contacts normally closed and being moved to open position when said controller has been operated to the period the starting contacts of the second starting circuit are closeable by said circuit closer.

CARL H. BISSELL. 

